JP7674355B2 - Electric vehicle control system, control method, and computer-readable storage medium - Google Patents

Description

This application relates to the field of electric vehicles, and more specifically to a control system and method for electric vehicles, a method for turning on and off the power of electric vehicles, and a method for charging electric vehicles.

Electric vehicles have the advantages of being environmentally friendly, quiet and low-cost to use, and have huge market prospects. They also promote energy conservation and are beneficial to the development and progress of society.

In the prior art, the control components of the high-voltage electrical system of an electric vehicle are mainly composed of a vehicle controller (Vehicle Control Unit, VCU) and a battery management system (BMS). The VCU performs high-voltage control of electrical components such as a water cooling unit, an electric defrosting device, an electric air conditioner, an electric fan heater, an oil pump controller (oil pump DC/AC), an air pump controller (air pump DC/AC), and a DC/DC converter through a high-voltage distribution unit (PDU), and the BMS mainly performs high-voltage control of the motor drive module (inverter) of the motor controller (Motor Control Unit, MCU).

As described above, in conventional technology, the control components of an electric vehicle's high-voltage electrical system are relatively dispersed, and information is exchanged between the VCU and BMS via CAN, making it necessary to formulate complex communication protocols and control policies, and relays are turned on/off after mutual logical judgments, resulting in complex line connections, more wiring, longer communication cycles, increased vehicle power-on/off times, and increased susceptibility to breakdowns. If a breakdown occurs, the power cannot be turned on successfully and the vehicle cannot start up normally, affecting the user experience.

The embodiments of the present application provide an electric vehicle control system and control method, a power-on method for an electric vehicle, a power-off method for an electric vehicle, a charging method for an electric vehicle, a computer-readable storage medium, and an electronic device that can simplify the structure of the control system, simplify the control policy, and shorten the power-on/power-off time.

In a first aspect, the present application provides:
A power domain controller (DCU) that controls the electric vehicle;
A current sampling unit for sampling current of a power battery and a motor drive module of an electric vehicle and sending a sampling signal to the power domain controller;
a power consumption device driven by the power battery, sampling a current flowing through the power consumption device and transmitting a sampling signal to the power domain controller;
The power domain controller manages the power battery and controls the motor drive module and the power consumption device in response to the sampling signal transmitted from the power consumption device and the current sampling unit.
We provide control systems for electric vehicles.

In the above embodiment of the present application, the electric vehicle control system has a power domain controller (Domain Control Unit DCU), and sampling signals of the power battery, motor drive module, and power consumption devices are sent directly to the DCU, which manages and controls the power battery, motor drive module, and power consumption devices in response to the sampling signals. In other words, the DCU integrates the functions of the BMS, MCU, and VCU, and there is no need for the VCU, BMS, and MCU to independently manage and control each other, communicate with each other in a complicated manner, and execute a complicated control policy, as in the conventional technology. Therefore, the electric vehicle control system according to this embodiment has a simple configuration, simplifies the line connection relationship, simplifies the control policy, and simplifies the communication method.

In some embodiments, a control system for an electric vehicle includes:
a switch module for turning on/off a power supply circuit of the power consumption device and the motor drive module;
a voltage sampling unit configured to sample a voltage of the switch module and send a sampling signal to the power domain controller;
The power domain controller controls the on/off of the switch module according to the sampling signal sent from the voltage sampling unit.

In the above embodiment of the present application, the sampling signal of the switch module is sent directly to the DCU, and the DCU controls the switch module in response to this sampling signal, thereby controlling the operation of the power consumption devices and the motor drive module. In other words, since the DCU further integrates the functions of the PDU, the electric vehicle control system according to this embodiment has a further simplified configuration, and the line connection relationships, control policy, and communication method are further simplified.

In some embodiments, the power domain controller detects the state of the power consumer and calculates the detected data to determine a control policy for the power consumer.

In the above embodiment of the present application, the DCU receives sampling signals from the power consuming devices, detects the states of the power consuming devices, calculates the detected state data, and determines the control policy for the power consuming devices according to the calculated detection data. In other words, since calculations and logical judgments are performed within the DCU and the calculation results can be shared, the process of data transfer that was performed by each controller individually in the conventional technology is eliminated, the overall processing capacity is significantly improved, and there is no need to formulate complex communication protocols or control policies.

In some embodiments, the power domain controller is connected to the power consumer and the current sampling unit via signal lines, and the power domain controller is connected to the switch module via hardwires.

In the above embodiment of the present application, the DCU is connected to the power consumption device and the current sampling unit via the CAN, and the DCU communicates with the power consumption device and the current sampling unit via the CAN protocol (Controller Area Network, Controller Area Network bus protocol), and the DCU receives sampling signals from the power consumption device and the current sampling unit and transmits control signals to the power consumption device and the current sampling unit. Since the DCU is connected to the switch module via a hardwire, the DCU and the switch module can transmit signals quickly, enabling high-speed control of the switch module.

In some embodiments, the power consumers include an air pump controller, an oil pump controller, an air conditioner compressor, a water cooling unit, a voltage conversion module (DC/DC), and a motor drive module.

In the above-described embodiments of the present application, the DCU can realize high-voltage power distribution control of the vehicle by controlling multiple power consuming devices such as an air pump controller, an oil pump controller, an air conditioner compressor, a water cooling unit, a voltage conversion module (DC/DC), and a motor drive module.

In a second aspect, the present application provides a control method for an electric vehicle having a power domain controller, comprising:
The power domain controller receives sampling signals of a power battery and power consuming devices, and manages and controls the operation of the power battery and power consuming devices according to the sampling signals.

In the above embodiment of the present application, the power domain controller directly receives sampling signals from the power battery and power consuming devices, and directly manages and controls the operation of the power battery and power consuming devices in response to the sampling signals. In other words, since the DCU integrates the functions of the BMS, MCU, and VCU, the electric vehicle control method according to this embodiment can simplify the control policy and the communication method, and there is no need for the VCU, BMS, and MCU to independently manage and control each other, communicate with each other in a complicated manner, and execute a complicated control policy, as in the conventional technology.

In some embodiments, the power domain controller further includes receiving a sampling signal of a switch module and controlling the on/off of the switch module in response to the sampling signal.

In the above embodiment of the present application, the sampling signal of the switch module is sent directly to the DCU, and the DCU controls the switch module in response to this sampling signal, thereby controlling the operation of the power consumption devices and the motor drive module. In other words, the DCU further integrates the functions of the PDU, so that the control policy and communication method of the electric vehicle according to this embodiment can be further simplified.

In some embodiments, the power domain controller detects the state of the power consumer, calculates the detected data, and determines a control policy for the power consumer.

In the above embodiment of the present application, the DCU receives sampling signals from the power consuming devices, detects the states of the power consuming devices, calculates the detected state data, and determines a control policy for the power consuming devices according to the calculated detection data. In other words, since calculations and logical decisions are performed within the DCU and the calculation results can be shared, the process of each controller processing data individually and then transferring the data as in the conventional technology is eliminated, significantly improving overall processing capacity and eliminating the need to formulate complex communication protocols or control policies.

In some embodiments, the power domain controller is connected to the power consumer via a signal line, and the power domain controller is connected to the switch module via a hardwire.

In the above embodiments of the present application, the DCU is connected to the power consumption device and the current sampling unit via a signal line, for example, a CAN. That is, the DCU communicates with the power consumption device and the current sampling unit via a CAN protocol (Controller Area Network bus protocol), and the DCU receives sampling signals from the power consumption device and the current sampling unit and transmits control signals to the power consumption device and the current sampling unit. Since the DCU is connected to the switch module via a hardwire, the DCU and the switch module can transmit signals quickly, enabling high-speed control of the switch module.

In some embodiments, the power consumers include an air pump controller, an oil pump controller, an air conditioner compressor, a water cooling unit, a voltage conversion module, and a motor drive module.

In the above-described embodiment of the present application, the DCU can realize vehicle high-voltage side power distribution control by controlling multiple power consuming devices such as an air pump controller, an oil pump controller, an air conditioner compressor, a water cooling unit, a voltage conversion module (DC/DC), and a motor drive module.

In a third aspect, the present application provides a power-on method for an electric vehicle having a power domain controller that receives sampling signals of a power battery, a switch module, and a power consumer, and manages and controls operations of the power battery, the switch module, and the power consumer in response to the sampling signals, the method comprising:
the power domain controller performs initialization after detecting a power-on request signal;
the power domain controller detects whether a power-on condition is met after the initialization is completed;
When a power-on condition is satisfied, the power domain controller sends an ON command to a main circuit relay connected to a negative electrode of a power battery to turn on a main circuit;
The power domain controller transmits an ON command to a precharge circuit relay of a motor drive module to turn on a precharge circuit and precharge the motor drive module;
The power domain controller transmits an ON command to a motor drive circuit relay connected to the positive electrode of the motor drive module to turn on the motor drive circuit;
the power domain controller sends an OFF command to the precharge circuit relay to terminate the precharge and complete power-on of the main circuit;
The power domain controller sends an ON command to the water cooling unit relay, the electric defrost relay, the air conditioner hot air relay, and the auxiliary drive relay to turn on each high voltage power consuming device, and completes power supply to the vehicle.
A method for powering up an electric vehicle is provided.

In the power-on method of the above embodiment of the present application, the power domain controller directly controls the relays, so that the control capability is concentrated and the response is fast, simplifying the situation in the prior art where the VCU, BMS, and PDU each operate independently, perform complex communications with each other, and execute complex control policies. In this embodiment, the DCU detects and calculates the power-on conditions, performs logical judgments, and shares the calculation results, eliminating the process in the prior art where the controllers transfer data to each other and the VCU makes judgments. Therefore, the power-on method of this embodiment has a simple communication method and control policy, and can shorten the power-on time.

In some embodiments, the step of the power domain controller detecting a power-on condition comprises:
Detecting whether the high voltage power consuming device is turned off and output is prohibited;
Detecting whether or not there is a power-on prohibition fault on the vehicle side;
and diagnosing the contacts of each relay.

In the technical solutions according to the above embodiments of the present application, the power domain controller can quickly detect the power-on conditions, shorten the power-on time, and at the same time ensure the safety of power-on.

In some embodiments, after diagnosing each relay, the power domain controller reads information of power consumers stored in the power domain controller;
The power domain controller performs a calculation based on the information of the power consuming device that has been read, and distributes high voltage to the power consuming device based on the calculation result.

In the configuration of the above embodiment of the present application, the DCU reads the information of the power consuming devices stored therein, performs calculations therein, and determines the high-voltage distribution policy of the power consuming devices according to the calculation results, optimizing energy management and power distribution. Since the information inside the DCU and the calculation results of the DCU can be shared, the process of each controller processing individually and then transferring data as in the conventional technology is eliminated, and complex communication protocols and control policies are not required, making it possible to significantly shorten the power-on time and reduce failures.

In some embodiments, the information about the power consumers read by the power domain controller includes information about the power consumers to be turned on, and the rated power and weight of each power consumer.

In the technical means according to the above embodiments of the present application, the DCU reads which power consumption devices need to be turned on, reads the rated power and weight of each power consumption device, and performs calculations according to the rated power of the power consumption device by referring to the battery's state of charge (SOC), and determines whether power processing is required for a certain power facility according to the calculation results, thereby optimizing high voltage distribution and energy management.

In a fourth aspect, the present application provides a power cut-off method for an electric vehicle having a power domain controller that receives sampling signals of a power battery, a switch module, and a power consuming device, and manages and controls operations of the power battery, the switch module, and the power consuming device in response to the sampling signals, the method comprising:
The power domain controller issues a power cut command;
The power domain controller detects whether a main circuit current connected to a negative electrode of a power battery is smaller than a predetermined value;
The power domain controller transmits an OFF command to a motor drive circuit relay K3 connected to the positive electrode of the motor drive module to turn off the motor drive circuit;
The power domain controller transmits an OFF command to a main circuit relay K0 connected to a negative electrode of a power battery to turn off the main circuit.
A method for powering down an electric vehicle is provided.

In the power shutdown method of the above embodiment of the present application, the power domain controller DCU issues a power shutdown command and enters the power shutdown flow, that is, the active power shutdown mode. In this power shutdown method, the power domain controller directly controls the relay, so the control capacity is concentrated and the response is fast, and the process of executing a complex control policy in the conventional technology, in which the VCU, BMS, and PDU operate independently and communicate with each other in a complex manner, is simplified. Therefore, the power shutdown method of this embodiment has a simple communication method and control policy, and the power shutdown time can be shortened.

In a fifth aspect, the present application provides a power cut-off method for an electric vehicle having a power domain controller that receives sampling signals of a power battery, a switch module, and a power consumption device, and manages and controls operations of the power battery, the switch module, and the power consumption device in response to the sampling signals, the method comprising:
The power domain controller turns off the power consumption devices after receiving the power cut-off request command, and turns off the water cooling unit relay, the electric defrost relay, the air conditioner and the hot air relay.
The power domain controller collects a current of a main circuit connected to a negative electrode of a power battery, and determines whether the current is smaller than a predetermined value;
The power domain controller collects a current of a motor drive circuit connected to a positive terminal of a motor drive module and reduces the current to the predetermined value;
the power domain controller transmits an off command to a relay of the motor drive circuit to turn off the motor drive circuit;
The power domain controller sends an OFF command to a main circuit relay connected to the negative electrode of the power battery to turn off the main circuit.

In the power cutoff method of the above embodiment of the present application, the power domain controller DCU receives a power cutoff request command and enters the power cutoff flow, that is, the passive power cutoff mode. In this power cutoff method, the DCU collects current collection signals from the power battery and the motor driving module, judges the state of the power battery and the motor driving module, and the power domain controller directly controls the relay, so that the control capability is concentrated and the response is fast, and the process of executing a complex control policy, which is the VCU, BMS, and PDU in the prior art, which operate independently and communicate with each other in a complex manner, is simplified. Therefore, the power cutoff method of this embodiment has a simple communication method and control policy, and the power cutoff time can be shortened.

In a sixth aspect, the present application provides a charging method for an electric vehicle having a power domain controller that receives sampling signals of a power battery, a switch module, and a power consumer, and manages and controls operations of the power battery, the switch module, and the power consumer in response to the sampling signals, the charging method comprising:
a charging source sending a wake-up signal to the power domain controller;
The power domain controller performs initialization after receiving the wake-up signal, and determines whether the charging connection signal is normal and whether the charging gun is located;
The power domain controller transmits an ON command to a relay connected to a negative electrode of the charging source and a relay connected to a positive electrode of the charging source to start charging;
The power domain controller sends an ON command to a main circuit relay connected to a negative electrode of a power battery, and sends an ON command to a relay of a water cooling unit to start water cooling.
Providing a method for charging electric vehicles.

In some embodiments, when the power domain controller detects that the charging state has reached an end condition, it transmits a charge end command, and the power domain controller transmits an off command to turn off the relay connected to the positive terminal of the charging source, the relay connected to the negative terminal of the charging source, the relay of the water cooling unit, and the main circuit relay connected to the negative terminal of the power battery, thereby terminating charging.

In the charging method of the above embodiment of the present application, the power domain controller directly controls the relays, so the control capacity is concentrated and the response is fast, simplifying the situation in the prior art where the VCU, BMS, and PDU operate independently, communicate with each other in complex ways, and execute complex control policies. Therefore, the charging method of this embodiment has a simple communication method and control policy, and can reduce failures.

In a seventh aspect, the present application provides a computer-readable storage medium having stored thereon computer-executable instructions that, when executed by a processor, perform a method according to any one of claims 2 to 6.

In an eighth aspect, the present application provides a method for implementing a computer program comprising:
and a processor for executing the computer instructions to perform the method according to any one of claims 6 to 18.

The technical means of the embodiments of the present application will be described below with reference to the attached drawings. The drawings are merely intended to show preferred embodiments and are not intended to limit the present application. Note that the same reference numerals are used to refer to the same components in all drawings.

FIG. 1 is a schematic diagram of a control system for an electric vehicle according to some embodiments of the present application. FIG. 1 is a high voltage power distribution schematic diagram of an electric vehicle control system according to some embodiments of the present application. FIG. 2 is a schematic diagram of current distribution of major power consumers in an electric vehicle control system according to some embodiments of the present application. FIG. 2 is a diagram showing connections in a control system for an electric vehicle according to some embodiments of the present application. FIG. 2 is a DCU architecture diagram of an electric vehicle control system according to some embodiments of the present application. FIG. 1 is a schematic diagram of a conventional automobile control system. 1 is a high voltage power distribution schematic diagram of a control system of a prior art automobile; 2 is a flowchart of a method for powering up an electric vehicle in accordance with some embodiments of the present application. 2 is a flowchart of a method for powering off an electric vehicle according to some embodiments of the present application. 4 is a flowchart of a power-off method for an electric vehicle according to another embodiment of the present application. 1 is a flowchart of a method for charging an electric vehicle according to some embodiments of the present application. 1 is a flowchart of a method for charging an electric vehicle according to some embodiments of the present application.

The following describes in detail the embodiments of the technical solution of the present application with reference to the drawings. The following embodiments are merely intended to clearly explain the technical solution of the present application and are not intended to limit the scope of protection of the present application.

Unless otherwise specified, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art, and the terms used herein are merely for the purpose of describing specific examples and are not intended to limit the present application. The terms "comprise" and "include" and any variations thereof in the specification and claims of the present application, as well as the description of the drawings above, are intended to cover a non-exclusive "inclusion".

In describing the embodiments of the present application, the terms "first," "second," etc. are merely intended to distinguish between different objects and are not to be construed as indicating or implying a relative importance or a number, a particular order, or a hierarchical relationship of the technical features depicted.

The various embodiments described in this specification are not mutually exclusive, and a person skilled in the art may combine various embodiments according to the technical ideas and common technical knowledge of the present application.

In the description of the embodiments of this application, the term "and/or" is merely a relation describing related objects, and means that three relations may exist. For example, A and/or B can indicate three situations: A exists alone, A and B exist simultaneously, and B exists alone. In this specification, the character "/" generally indicates that the related objects before and after it are in an "or" relationship.

In the description of the embodiments of this application, the term "multiple" means two or more (including two), "multiple sets" means two or more sets (including two sets), and "multiple sheets" means two or more sheets (including two sheets).

In the description of the embodiments of the present application, unless otherwise clearly specified and limited, the terms "attach," "couple," and "connect" should be understood in a broad sense, and may refer to, for example, a fixed connection, a detachable connection, an integral connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection via an intermediate medium, an internal communication between two elements, or an interactive relationship between two elements. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present application according to the specific circumstances.

Electric vehicles are powered by power batteries. Electric vehicles include mechanical systems such as an electric drive and control system, a drive force transmission device, a running device, a steering device, and a braking device. The electric drive and control system is the core of an electric vehicle and is what distinguishes an electric vehicle from a conventional fuel-powered vehicle. It includes a power battery, an electric motor, and a speed adjustment control device for the electric motor. An electric vehicle is a complex system made up of multiple subsystems, and in the prior art, each subsystem realizes its own function through its own control unit (Electronic Control Unit, ECU).

The electrical system of an electric vehicle includes a high-voltage electrical system and a low-voltage electrical system. The high-voltage electrical system is mainly responsible for starting, running, charging and discharging, and air conditioning of the electric vehicle, and includes a power battery system, a motor drive system, a high-voltage distribution system, a charging system, high-voltage power consumption devices, etc.

An electric vehicle is equipped with a vehicle control unit (VCU) that manages each part of the electric vehicle and coordinates each subsystem. The VCU collects signals from each part, such as accelerator pedal signals and brake pedal signals, makes decisions, controls the operation of the controllers of each part, and drives the electric vehicle to run normally. The VCU optimizes energy utilization and extends the service life by coordinating and managing the electric vehicle's motor controller (MCU), battery management system (BMS), transmission system, and other on-board power-consuming devices.

The motor controller (Motor Control Unit MCU) of an electric vehicle (also called a motor control module) controls the motor drive module that drives the motor. The MCU converts the high-voltage DC power of the power battery into the high-voltage AC power required to drive the electric vehicle, and drives the motor to output mechanical energy. The MCU receives vehicle driving control commands from the VCU, and controls the motor to output a specified torque and rotation speed to drive the vehicle.

The Battery Management System (BMS) for the power battery of an electric vehicle is a control system that protects the safety of the use of the power battery, and performs charge/discharge management, high voltage control, battery protection, battery data collection, battery state evaluation, energy balance between cells, and calculation of the power battery pack's state of charge (State of Charge SOC, i.e., remaining battery capacity), while ensuring that the SOC is maintained within a reasonable range, and dynamically monitors the operating state of the power battery pack.

The power-consuming devices that generate energy in electric vehicles mainly include water cooling units, electric defrosting equipment, electric air conditioners, electric fan heaters, oil pump controllers, air pump controllers, and DC/DC converters. The water cooling unit removes heat generated by the battery through heat exchange by water convection, and lowers the temperature of the battery. The electric defrosting equipment has multiple heating resistance wires evenly arranged inside the windshield, and when the resistance switch is turned on, the resistance wires quickly heat the glass, increasing the temperature of the glass and thermally melting the frost mist on the glass, thereby achieving the defrosting effect. The electric fan heater mainly consists of an air heater and a blower, and the air heater releases heat and the blower blows it out to adjust the air temperature inside the vehicle.

The oil pump controller (oil pump DC/AC) is connected to the oil pump and is used to control the motor of the steering assist oil pump of an electric vehicle. The oil pump DC/AC inversely converts the DC power of 300V or more from the battery pack of the electric vehicle into AC power to power the oil pump, and controls the rotation speed and power of the oil pump by controlling the magnitude of the power supply current.

The air pump controller (air pump DC/AC) is connected to the air pump and is used to control the motor of the brake air pump of an electric vehicle. The air pump controller converts the direct current of the electric vehicle into alternating current to supply power to the air pump, and controls the rotation speed and power of the air pump by controlling the magnitude of the supply current.

The DC/DC is a voltage conversion module that converts the high-voltage direct current from the power battery into 12V direct current and supplies power to the low-voltage system.

The PDU (Power Distribution Unit) electrically connects high-voltage devices through bus bars and wire harnesses, and provides functions such as charge/discharge control, power-on control for high-voltage components, overload and short-circuit protection for circuits, high-voltage sampling, and low-voltage control for the high-voltage system of an electric vehicle, thereby protecting and monitoring the operation of the high-voltage system.

In the prior art, the high-voltage control components that perform high-voltage power distribution in an electric vehicle include a VCU (Vehicle Control Unit) and a BMS (Battery Management System). The VCU mainly performs high-voltage control of power consumption devices such as water cooling units, electric defrosting equipment, electric air conditioners, electric fan heaters, oil pumps DC/AC, air pumps DC/AC and DC/DC through a power distribution unit (PDU), and the BMS mainly performs high-voltage control of the motor drive module (inverter) of the motor controller (Motor Control Unit MCU).

In the conventional technology, the control of the high-voltage control components is relatively distributed, which makes the structure of the high-voltage control components in the conventional technology complicated and the wiring relationships complicated. In addition, information is exchanged between the VCU and the BMS via CAN (Controller Area Network), which requires the formulation of complex communication protocols and control policies, which require mutual logical judgment before turning the relay on/off, lengthening the power-on/off cycle, increasing the vehicle's power-on/off time, making it more susceptible to breakdowns, and when a breakdown occurs, the power-on is not successful and the vehicle cannot start normally, affecting the user's experience.

In addition, in the conventional technology, electric vehicles generally have a controller for each function, so the number of controllers increases rapidly as the functions of the electric vehicle increase, and the electronic system of the electric vehicle becomes very complicated. This increases the cost of the vehicle and wastes hardware resources, which is detrimental to the development of electric vehicles. In order to solve the problems of the distributed electronic and electrical architecture in the conventional technology, the concept of a domain controller (Domain Control Unit (DCU)) has been recently proposed. For example, the electronic components of an electric vehicle are divided into several domains such as a power domain, a smart cabin domain, and an autonomous driving domain, and each domain is controlled relatively centrally by a controller chip with higher processing power.

The embodiments of the present application provide an electric vehicle control system and control method, a power-on method for an electric vehicle, a power-off method for an electric vehicle, and a charging method for an electric vehicle, which can simplify the structure of the control system, simplify the control policy, and shorten the power-on/power-off time.

Figure 1 is a schematic diagram of an electric vehicle control system according to some embodiments of the present application.

The electric vehicle control system 100 according to an embodiment of the present application comprises a DCU 101 (Domain Control Unit), a battery current sampling unit 111, a motor drive module current sampling unit 116, and power consumption devices 105, 107. The DCU 101 controls the entire electric vehicle, and the battery current sampling unit 111 and the motor drive module current sampling unit 116 sample the current in the electric vehicle's power battery 102 and motor drive module 103, respectively, and transmit the sampling signal to the DCU 101. The power consumption devices 105, 107 are driven by the power battery 102, sample the current flowing through the power consumption devices 105, 107, and transmit the sampling signal to the DCU 101. The DCU 101 manages and controls the power battery 102, the motor drive module 103, and the power consumption devices 105, 107 based on the sampling signals transmitted from the power consumption devices 105, 107, the battery current sampling unit 111, and the motor drive module current sampling unit 116.

Note that the motor drive module 103 also belongs to the power consumption devices, and for convenience, the motor drive module 103 will be described separately from the other power consumption devices 105 and 107.

As an example of the present application, the electric vehicle control system 100 further includes a main switch 104 connected to the power battery 102 via a power line, a first switch 106 connected to a first power consumer 105, a second switch 108 connected to a second power consumer 107, an Nth switch 110 connected to the motor drive module 103, and a switch voltage sampling unit 115. The first switch 106, the second switch 108, and the Nth switch 110 turn on/off the power supply circuits of the power consumption devices 105, 107 and the motor drive module 103, and the switch voltage sampling unit 115 samples the voltages of the first switch 106, the second switch 108, and the Nth switch 110 and transmits the sampling signal to the DCU 101, which controls the on/off of the first switch 106, the second switch 108, and the Nth switch 110 according to the sampling signal transmitted from the switch voltage sampling unit 115.

As shown in FIG. 1, the power battery 102 is connected to a main switch 104 via a power line, and the main switch 104 is connected to a first switch 106, a second switch 108, and an Nth switch 110 via power lines, respectively.

The battery current sampling unit 111, the battery voltage sampling unit 112, and the battery temperature sampling unit 113 are connected to the DCU 101 via signal lines, collect current, voltage, and temperature information of the power battery 102, and transmit the collected signals to the DCU 101. The DCU 101 receives sampling signals of the current, voltage, and temperature of the power battery 102, performs calculations and judgments, and controls the switches 104, 106, 108, and 110 and the current distribution of each power consumption device 105, 107, and the motor drive module 103 according to the judgment results.

The switch voltage sampling unit 115 is connected to the DCU 101 via a signal line, collects the voltage signals of the first switch 106, the second switch 108, and the Nth switch 110, and transmits the collected signals to the DCU 101. The DCU 101 receives the sampling signals of the first switch 106, the second switch 108, and the Nth switch 110, performs calculations and judgments, and controls the first switch 106, the second switch 108, and the Nth switch 110 according to the judgment results.

The motor drive module current sampling unit 116, the motor drive module voltage sampling unit 114, and the motor drive module temperature sampling unit 117 are connected to the DCU 101 and the motor drive module 103 via signal lines, and the motor drive module current sampling unit 116, the motor drive module voltage sampling unit 114, and the motor drive module temperature sampling unit 117 collect current, voltage, and temperature information of the motor drive module 103 and send the collected signals to the DCU 101. The DCU 101 receives sampling signals of the current, voltage, and temperature of the motor drive module 103, performs calculations and judgments, and controls the motor drive module 103 to output drive signals such as torque and rotation speed to the motor according to the judgment results.

In the above embodiment of the present application, the electric vehicle control system 100 includes a power domain controller DCU 101, and sampling signals of the power battery 102, the motor drive module 103, and the power consumption devices 105 and 107 are sent directly to the DCU 101, which manages the power battery 102, the control motor drive module 103, and the power consumption devices 105 and 107 in response to the sampling signals. In other words, the DCU 101 integrates the functions of the VCU, BMS, and MCU in conventional technology.

In a further embodiment of the present application, the sampling signals of the switches 106, 108, and 110 are directly transmitted to the DCU 101, which controls the switches 106, 108, and 110 in response to the sampling signals to control the power consumption devices 105, 107, and the motor drive module 103. That is, the DCU 101 further integrates the functions of the PDU 605 in the prior art.

The DCU 101 of this embodiment integrates the functions of the VCU, BMS, PDU, and MCU, so there is no need for the VCU, BMS, PDU, and MCU to manage and control each independently as in the prior art, and to communicate with each other in a complex manner and execute a complex control policy. Therefore, the electric vehicle control system 100 of this embodiment has a simple configuration, and can simplify the line connection relationships, simplify the control policy, and simplify the communication method.

Figure 2 is a schematic diagram of high voltage power distribution for an electric vehicle control system according to some embodiments of the present application.

As shown in FIG. 2, in the electric vehicle control system 100, the DCU 101 is provided in a high-voltage distribution box 201.

In FIG. 2, high-voltage power consumption devices such as DC/DC 203, reserved charging port 204 for connecting a charger, motor drive module 103, water cooling unit 205, electric defrosting equipment 206, electric air conditioner 207, electric fan heater 208, oil pump DC/AC 209, and air pump DC/AC 210 are connected to the power battery 102 via power lines, and a relay as a switch of the power supply circuit, a power supply circuit that turns each power consumption device on/off, and a circuit protection element FUSE are connected to the line between the power battery 102 and each power consumption device. Each switch is connected to DCU 101 via a hard wire, and DCU 101 distributes high voltage and drives each power consumption device by controlling the on/off of each switch and the current supplied to each power consumption device of the power battery 102.

For ease of explanation, the sampling unit is not shown in Figure 2.

Specifically, in FIG. 2, a manual maintenance switch MSD202 is connected to the positive pole of the power battery 102, a total negative pole relay K0 is connected to the negative pole, and a charging positive pole relay K1 and a charging negative pole relay K2 are connected to the positive pole and negative pole of the charging port 204, respectively. A main positive pole relay K3 and a pre-charge relay K4 are connected to the positive pole of the motor drive module 103, and the pre-charge relay K4 pre-charges the capacity in the motor drive module 103. A water cooling unit relay K5 is connected to the positive pole of the water cooling unit 205, an electric defrost relay K6 is connected to the positive pole of the electric defrosting equipment 206, a relay K7 is connected to the positive pole of the electric air conditioner 207 and the positive pole of the electric fan heater 208, and a relay K8 is connected to the positive pole of the oil pump DC/AC 209 and the positive pole of the air pump DC/AC 210.

Relays K1, K2, K3, K4, K5, K6, K7, and K8 are connected to the DCU 101 via hardwires, and the DCU 101 detects the status of relays K1, K2, K3, K4, K5, K6, K7, and K8, as well as the status of the charging port 204, motor drive module 103, water cooling unit 205, electric defrosting equipment 206, electric air conditioner 207, electric fan heater 208, oil pump DC/AC 209, air pump DC/AC 21, and the like, based on current, voltage, and temperature sampling signals. 0 state, and performs calculations and logical judgments within the DCU 101 to turn on or off the power supply circuits of the charging port 204, motor drive module 103, water cooling unit 205, electric defrosting equipment 206, electric air conditioner 207, electric fan heater 208, oil pump DC/AC 209, and air pump DC/AC 210, and controls relays K1, K2, K3, K4, K5, K6, K7, and K8 to adjust the amount of current supplied to these power consumption devices.

In this embodiment, the DCU 101 integrates the functions of the four controllers of the VCU, BMS, MCU, and PDU in the conventional technology. The DCU 401 collects information on a number of power consumption devices, the power battery 102, and a number of switches, detects the status of the power consumption devices, the power battery 102, and the switches, and performs internal calculations and logical judgments to determine the control policy. Therefore, unlike the conventional technology, the VCU, BMS, PDU, and MCU do not need to operate individually or to perform complex communications with each other. Therefore, the electric vehicle control system 100 of this embodiment has a simple configuration, is fast and efficient, and has a reduced risk of failure.

Figure 3 is a schematic diagram of current distribution of major power consumers in an electric vehicle control system according to some embodiments of the present application, showing the high-voltage current distribution of the major power consumers in Figure 2.

As shown in FIG. 3, the motor drive module 103 is electrically connected to the power battery 102 via the main positive relay K3, the precharge relay K4, and the total negative relay K0. The water cooling unit 205 is electrically connected to the power battery 102 via the water cooling unit relay K5 and the total negative relay K0. The electric defrosting equipment 206 is electrically connected to the power battery 102 via the electric defrosting relay K6 and the total negative relay K0. The electric air conditioner 207 and the electric fan heater 208 are electrically connected to the power battery 102 via the relay K7 and the total negative relay K0. The oil pump DC/AC 209 and the air pump DC/AC 210 are electrically connected to the power battery 102 via the relay K8 and the total negative relay K0. The external charger 301 is inserted into the charging port 204 and is electrically connected to the power battery 102 via the charge positive relay K1 and the charge negative relay K2.

In this embodiment, the DCU 101 integrates the functions of four controllers in the conventional technology, namely the VCU, BMS, MCU, and PDU. The DCU 101 collects information on a number of power consumption devices, a power battery 102, and a number of switches, detects the status of the multiple power consumption devices, the power battery 102, and the switches, performs calculations and logical judgments internally, and determines a control policy. Therefore, the electric vehicle control system 100 in this embodiment has a simple configuration, is fast and efficient, has a reduced risk of failure, and can ensure efficient and effective control of a number of power consumption devices.

Figure 4 is a diagram showing the connections of an electric vehicle control system according to some embodiments of the present application.

As shown in FIG. 4, in the electric vehicle control system 100 according to the embodiment of the present application, the DCU 101 is connected to the battery current sampling unit 111, the switch voltage sampling unit 115, the DC/DC 203, the motor drive module 103, the water cooling unit 205, the air conditioner 207, the oil pump DC/AC 209, and the air pump DC/AC 210 via signal lines, and communicates, for example, using the CAN protocol (Controller Area Network, Controller Area Network bus protocol). The DCU 101 is connected to the switch module 401 via a hardwire. The switch module 401 represents any one of the switches in FIG. 1, FIG. 2, or FIG. 3.

As shown in FIG. 4, the battery current sampling unit 111 is connected to the power battery 102, and the motor drive module 103 is connected to the sampling units 116, 114, and 117.

A current sampling signal can be obtained using a current sensor. For example, a current sensor may be connected in series to the positive or negative pole of the power battery 102, and a current sensor may be provided at three stages for outputting the input positive pole of the motor drive module 103 and three-phase power. The sampling signals of the power battery 102 and the motor drive module 103 obtained by the battery current sampling units 111 and 116, the voltage sampling signal of the switch module 401 obtained by the switch voltage sampling unit 115, and the current sampling signals obtained by each power consumption device such as the water cooling unit 205, the air conditioner 207, the oil pump DC/AC 209, and the air pump DC/AC 210 are transmitted to the DCU 101 via the CAN line, and the DCU 101 performs calculations and judgments according to these sampling signals to control the current supplied to the switch module 401 and the power consumption devices of the power battery 102. For example, when the total current supplied by the power battery 102 decreases, the DCU 101 can cut off the current supply to some of the power consumption devices and distribute it appropriately.

In this embodiment, the control functions are concentrated in the DCU 101, which is connected to the power consumption devices and the sampling unit via, for example, a CAN signal line. The DCU receives sampling signals from the power consumption devices and the current sampling unit, and transmits control signals to the power consumption devices and the current sampling unit.

Since the DCU 101 and the switch module 401 are connected via a hardwire, signals can be transmitted between the DCU 101 and the switch module 401 quickly, significantly shortening the response time, enabling the switch module to be controlled quickly, while avoiding communication losses and delays, and reducing the failure rate.

Figure 5 is a DCU architecture diagram of an electric vehicle control system according to some embodiments of the present application.

Figure 5 shows the functions that can be realized by the electric vehicle control system 100 according to this embodiment.

As shown in FIG. 5, the DCU 101 has a control chip 500, which is a central control device, and the control chip 500 has a processor 501, an arithmetic unit 502, a memory unit 503, and a communication unit 504.

The DCU 101 further includes a digital input sampling unit 510, an analog input sampling unit 511, a digital output control unit 507, and a PWM output control unit 508. The analog input sampling unit 511 and the digital input sampling unit 510 input the sampling signal transmitted from the signal sampling unit to the control chip 500 as an analog signal and a digital signal, respectively, and the signal is calculated and processed by the calculation unit 502 and the processor 501, and output via the digital output control unit 507 or the PWM output control unit 508. The memory unit 503 is used to store information data.

Digital sampling signals are generally obtained from relays, steering control, key operations, shift operations, accelerator/brake pedals, power mode switching, etc., while analog sampling signals are generally obtained from temperature sampling, pedal position sampling, air pressure sampling, etc. The PWM output control unit 508 outputs control signals to the compressor, water pump, fan, etc.

In FIG. 5, the various functions of DCU 101 are listed around DCU 101. Taking the integrated monitoring function as an example, when performing temperature monitoring, the temperature sensor transmits a temperature signal to DCU 101, and DCU 101 transmits information to and from the temperature sensor.

The main drive relay control and high-voltage power consumer relay control in the power distribution function are related to turning the power on and off in electric vehicles.

Among the functions of DCU101, the functions related to the BMS include power battery SOC/SOP/SOH calculation and charging control in the power output and calculation control function, emergency high voltage power outage in the driving intention identification function, insulation monitoring, high voltage interlocking, power battery core voltage, power battery core/module temperature, power battery pack core balance, power battery pack total current/voltage output in the integration monitoring function, vehicle low voltage power supply control and charging control in the energy management function, power battery water cooling control and power battery water heat control in the overall thermal management function, etc.

Among the functions of DCU101, the MCU-related functions include motor temperature/rotor position, motor phase current/phase voltage in the integrated monitoring function, and rotation speed/torque control, inverter power calculation, motor three-phase bridge arm control, motor feedback and precision adjustment in the power output calculation and control function.

Among the functions of DCU101, the VCU-related functions include a vehicle state collection function, pedal operation calculation in the power output calculation and control function, an energy management function, key operation, shift operation, accelerator/brake pedal, power mode switching in the driver's intention recognition function, and range calculation in the power output calculation and control function.

In this embodiment, the DCU 101 integrates the functions of the VCU, BMS, PDU, and MCU, so that it is possible to avoid the problem of multiple controllers independently managing and controlling each other, communicating in complex ways with each other, and executing complex control policies. Therefore, the electric vehicle control system 100 according to this embodiment has a simple configuration, simplified line connection relationships, simplified control policies, simplified communication methods, is fast and efficient, and has a reduced risk of failure.

In this embodiment, the DCU 101 acquires the sampling signal, the internal arithmetic unit 502 performs calculations, and the processor 501 performs logical judgments to determine the control policy. Therefore, the electric vehicle control system 100 according to this embodiment has concentrated control capabilities, is fast in response, and can perform better vehicle energy management and power distribution.

For comparison, Figure 6 is a schematic diagram of an automobile control system in the prior art.

As shown in FIG. 6, a conventional automobile control system 600 includes a BMS 603, a VCU 604, a PDU 605, and an MCU 606. The BMS 603 is connected to the VCU 604, and the VCU 604 is connected to the PDU 605 and the MCU 606.

The BMS 603 is connected to the battery current sampling unit 111, the battery voltage sampling unit 112, the battery temperature sampling unit 113, and the main switch 104. The battery current sampling unit 111, the battery voltage sampling unit 112, and the battery temperature sampling unit 113 collect current, voltage, and temperature information of the power battery 102 and transmit the sampling signal to the BMS 603. The BMS 603 transmits the current, voltage, and temperature information of the power battery 102 to the VCU 604, which performs calculations and judgments, and issues a command to the PDU 605 to control the on/off of the first switch 106, the second switch 108, and the Nth switch 110 according to the judgment results, and issues a command to the BMS 603 to control the current supplied to each power consumption device of the power battery 102.

The PDU 605 is connected to the first switch 106, the second switch 108, and the third switch 110 via the switch voltage sampling unit 115. The switch voltage sampling unit 115 collects the voltage signals of the first switch 106, the second switch 108, and the Nth switch 110 and transmits the sampling signals to the PDU 605. The PDU 605 transmits the sampling signals of the first switch 106, the second switch 108, and the Nth switch 110 to the VCU 604. The VCU 604 performs calculations and judgments, and controls the first switch 106, the second switch 108, and the Nth switch 110 directly or via the PDU 605 according to the judgment results.

The MCU 606 is connected to the motor drive module 103 via the current sampling unit 116, the voltage sampling unit 114, and the temperature sampling unit 117, which collect current, voltage, and temperature information of the motor drive module 103 and send sampling signals to the MCU 606. The MCU 606 transmits the current, voltage, and temperature information of the motor drive module 103 to the VCU 604. The VCU 604 performs calculations and judgments, and issues commands to the drive module 103 to control the motor according to the judgment results, and issues commands to the motor to output drive signals such as torque and rotation speed.

As described above, in conventional technology, the VCU, BMS, PDU, and MCU are each managed and controlled independently, and communicate with each other in complex ways, implementing complex control policies, resulting in slow response times and a high failure rate.

For comparison, Figure 7 is a schematic diagram of high-voltage power distribution in an automotive control system in the prior art.

The automobile control system 600 shown in FIG. 7 has a BMS 603, a VCU 604, a PDU 605, and a motor controller 608. The PDU 605, the electric defrost relay K5, the air conditioner and hot air relay K6, the auxiliary drive relay K7 of the oil pump DC/AC 209 and the air pump DC/AC 210, the DC/DC relay K8, and the like are provided in a high-voltage distribution box 701, and the PDU 605 controls the electric defrost relay K5, the air conditioner and hot air relay K6, the auxiliary drive relay K7 of the oil pump DC/AC 209 and the air pump DC/AC 210, and the DC/DC relay K8 to perform high-voltage control for electrical consumption devices such as the water cooling unit 205, the electric defrost equipment 206, the electric air conditioner 207, the electric fan heater 208, the oil pump DC/AC 209, the air pump DC/AC 210, and the DC/DC 203.

The BMS 603, the total negative electrode relay K0 connected to the negative electrode of the power battery 102, the charging positive electrode relay K1 connected to the positive electrode of the charging port 204, the main positive electrode relay K2 connected to the positive electrode of the motor controller 608, the pre-charge relay K3, the water cooling unit relay K4, etc. are provided in the BMS distribution box 702. The BMS 603 mainly controls high voltage for the motor drive module 606 (inverter) of the motor controller 608.

In the prior art, the VCU 604 and the BMS 603 are each arranged in a high-voltage box, and the topology of the power consuming devices is complicated and there is a lot of wiring. Information is exchanged between the VCU 604 and the BMS 603 via CAN, and they judge each other's logic and further execute relay on, which lengthens the power on/off time. The information exchange communication between the VCU 604 and the BMS 603 is at the software execution layer and requires a communication protocol, so there are risks and situations of communication loss and delay. This affects the information exchange between the two, causing failures, failure to power on (high voltage on), and failure to start the vehicle normally, affecting the user's experience.

In the electric vehicle control method according to the embodiment of the present application, the electric vehicle has a DCU 101, and the control method includes the DCU 101 receiving sampling signals from the power battery 102 and the power consumption devices 105 and 107, and managing and controlling the power battery 102 and the power consumption devices 105 and 107 in response to the sampling signals.

In other words, because DCU101 integrates the functions of the BMS, MCU, and VCU in conventional technology, it is possible to simplify the control policy, simplify the communication method, eliminate the time required for data transmission and reception, improve the overall data processing capacity, reduce the time required for powering on/off, and reduce the rate of failures.

In some possible embodiments, the DCU 101 receives a sampling signal from the switch module 401 and controls the on and off of the switch module 401 in response to the sampling signal.

Since the DCU 101 further integrates the functions of the PDU, the control policy and communication method of the electric vehicle according to this embodiment are further simplified.

In some possible implementations, the DCU 101 detects the state of the power consumers 105, 107, and 103, calculates the detected data, and determines a control policy for these power consumers.

In other words, calculations and logical decisions are performed within the DCU 101, and the calculation results can be shared, eliminating the process of each controller processing individually and then transferring data as in conventional technology, significantly improving overall processing power, and eliminating the need to formulate complex communication protocols or control policies.

In some possible implementations, the DCU01 is connected to the power consumer and current sampling unit via signal lines and to the switch module 401 via hardwires.

The DCU 101 is connected to the switch module 401 via a hardwire, allowing signals to be transmitted at high speed, enabling high-speed control of the switch module.

In some possible embodiments, the power consuming devices include an oil pump DC/AC 209, an air pump DC/AC 210, an electric air conditioner 207, an electric fan heater 208, an electric defroster 206, a water cooling unit 205, a DC/DC 203, etc.

That is, the DCU 101 controls the above power consuming devices to optimize vehicle high voltage power distribution and control.

As described above, the electric vehicle control system and control method according to the embodiment of the present invention can optimize the power-on flow, power-off flow, and charging flow of an electric vehicle. A detailed description is given below.

Figure 8 is a flowchart of a method for powering up an electric vehicle according to some embodiments of the present application.

In the power-on method 800 for an electric vehicle according to an embodiment of the present application, the electric vehicle has a DCU 101 as described above, which receives sampling signals from the power battery 102, the switch module 401, and the power consumption devices 103, 105, and 107, and manages and controls the power battery 102, the switch module 401, and the power consumption devices 103, 105, and 107 in response to the sampling signals.

As shown in FIG. 8, the power-on method 800 according to the present embodiment includes the following steps:
The DCU 101 detects the high voltage supply request signal and starts the power supply supply flow in step S8101.
The DCU 101 performs initialization, completes a self-check, and performs s8103 if the initialization fails or times out, and performs s8104 if the initialization is normal.
s8103 reporting the fault and inhibiting power-on;
The DCU 101 detects whether each high-voltage power consuming device is off and output is prohibited, and if the result is No, repeats s8104, and if the result is Yes, executes s8105.
The DCU 101 judges whether or not there is a power-on prohibition fault, and if the judgment is Yes, performs s8103, and if the judgment is No, performs s8106.
The DCU 101 performs a contact diagnosis of the relay by voltage sampling to determine whether it is normal or not. If the result is NO, the process proceeds to step s8103. If the result is YES, the process proceeds to step s8107.
When the power-on condition is satisfied, the DCU 101 transmits an ON command to the main negative relay K0 to turn on the main circuit (s8107).
The DCU 101 detects whether the main negative relay K0 is normally on or not, and if the result is NO, executes s8103, and if the result is YES, executes s8109.
The DCU 101 transmits an ON command to the precharge relay K4 to turn on the precharge circuit and precharge the motor driving module 103 (s8109).
The DCU 101 detects whether the precharge relay K4 is normally turned on for a certain period of time (for example, 200 ms), and if the result is NO, the DCU 101 executes s8103, and if the result is YES, the DCU 101 executes s8111;
The DCU 101 transmits an ON command to the main positive relay K3 to turn on the motor drive circuit (s8111).
The DCU 101 detects whether the main positive relay K3 is normally turned on or not, and if the result is NO, performs step s8103, and if the result is YES, performs step s8113; and
The DCU 101 transmits an OFF command to the precharge relay K4 to turn off the precharge circuit and terminate the precharge in step s8113.
The vehicle enters a high voltage state and the main circuit is successfully powered on (S8114).
and s8115, permitting the vehicle to travel and entering a ready state.

When the vehicle enters a high-pressure state, it mainly means that the motor 109 enters a high-pressure state. The DCU 101 sends a command to turn on the water-cooled unit relay K5, the electric defrost relay K6, the air conditioner hot air relay K7, and the auxiliary drive relay K8. In other words, it turns on all relays, turns on the water-cooled unit circuit, the electric defrost circuit, the air conditioner hot air circuit, and the auxiliary drive circuit, and completes turning on the high-voltage power to the vehicle.

Here, in s8106, when the relay contact diagnosis is completed, the inside of DCU 101 reads information on power consumption devices 105, 107, and this information includes, for example, the power consumption devices that need to be turned on, the rated power of each power consumption device, etc. Furthermore, calculations are performed with reference to the battery state of charge (SOC) according to the rated power and weight of the different power consumption devices. Then, depending on the calculation results, it is determined whether or not control processing for allocating power to a certain power consumption device needs to be performed, and high voltage allocation is completed.

In S8107, the power-on condition is
a. The BMS 603 is not in a program update state;
b. There are no high voltage interlocking faults;
c. There is no ACAN communication loss;
d. There is no failure of the BMS603 power supply;
e. Complete system core voltage profile; and
f. Complete CSC temperature summary data; and
g. The battery pack current is valid;
h. There is no dropout failure of the system core voltage sampling line;
i. There is no out-of-range fault on the system core voltage;
j. There is no minor malfunction of the module temperature sensor;
k. There is no serious failure of the module temperature sensor;
l. There is no SCAN communication loss failure;
m. There is no internal communication failure;
n. There is no failure of the current sensor;
o. There are no insulation alarm failures;
p. There is no internal high voltage circuit interruption failure,
q. The main positive relay and the main pre-charge relay are in an off state.

According to the power-on method of the above embodiment, DCU101 integrates the functions of BMS, VCU, PDU, and MCU, and DCU101 directly controls the relays, so that the control capability is concentrated and the response is fast, and the situation in the power-on process of the conventional technology in which VCU604, BMS603, and PDU605 each operate independently, perform complex communication with each other, and execute complex control policies can be simplified. In this embodiment, DCU101 detects the power-on conditions, performs calculations, makes logical judgments, and the calculation results are shared. There is no process in which each controller transfers data to each other and makes judgments by VCU604 as in the conventional technology. Therefore, the power-on method of this embodiment has a simple communication method, a fast response, a short power-on time, and a low failure rate.

Figure 9 is a flowchart of a method for shutting down the power supply of an electric vehicle according to some embodiments of the present application.

In the power cut-off method 1000 for an electric vehicle according to some embodiments of the present application, the electric vehicle has a DCU 101 as described above, which receives sampling signals from the power battery 102, the switch module 401, and the power consumption devices 103, 105, and 107, and manages and controls the power battery 102, the switch module 401, and the power consumption devices 103, 105, and 107 in response to the sampling signals.

There are two types of power cutoff methods: passive power cutoff and active power cutoff. In an emergency such as a failure, the DCU 101 issues a power cutoff command to cut off the power, resulting in a passive power cutoff. The DCU 101 receives the command and actively issues a power cutoff request, cutting off the power, resulting in an active power cutoff. Figure 9 shows a flowchart of a passive power cutoff method according to some embodiments of the present application.

As shown in FIG. 9, the power cut-off method 1000 according to the present embodiment includes the following steps:
The DCU 101 judges whether a power-on prohibition fault occurs in the vehicle or whether a fault occurs in the DCU 601 itself and requests a power cutoff. If the fault is not present, the process repeats step s10201. If the fault is present, the process performs step s9202.
The DCU 101 transmits a power-off command and starts a power-off flow (S9202).
The DCU 101 detects whether the main circuit current is less than a set threshold, for example, less than a set threshold of 15 A, and if the result is No, repeats s9203, and if the result is Yes, performs s9204.
The DCU 101 transmits an OFF command to the main positive relay K3 to turn off the motor drive circuit (S9204).
The DCU 101 detects whether the main positive relay K3 is in the off state, and if not, performs a "timeout determination". If yes, performs S9206.
The DCU 101 transmits an OFF command to the main negative relay K0 to turn off the main circuit (S9206);
S9207 succeeds in cutting off the power supply with high voltage,
S9208: detect whether all wake-up sources are invalid, and if not, repeat s9208; if yes, perform s9209 according to the 24 HDC/DC wake-up request;
and S9209, which cuts off the power and goes to sleep.

In S9203, the set threshold of the main circuit current is generally 15A or less. DCU101 detects whether the main circuit current is less than the set threshold, and if the main circuit current is less than this threshold, it can perform a power cut to avoid power cut at the load, which may otherwise affect the device performance of the entire vehicle.

In S9208, based on the 24-hour monitoring request, if the key wake-up signal is invalid and the high-voltage power cutoff is complete, the driving power cutoff monitoring state is entered and continuous monitoring is performed for 5 minutes. If a critical fault such as over-temperature or over-voltage occurs, monitoring continues until, for example, the SOC reaches level 2, or the individual battery undervoltage reaches level 1, or another state occurs when the SOC becomes too low, and then the mode is switched.

According to the power shutdown method of the above embodiment of the present application, the DCU 101 directly controls the relays, so the control capacity is concentrated and the response is fast, and the process of executing a complex control policy in the conventional technology, in which the VCU 604, BMS 603, and PDU 605 each operate independently and communicate with each other in a complex manner, can be simplified. Therefore, the power shutdown method of the present embodiment has a simple communication method and control policy, shortens the power shutdown time, and reduces the failure rate.

Figure 10 is a flowchart of a method for shutting off the power supply to an electric vehicle according to another embodiment of the present application.

Figure 10 shows a flowchart of an active power-off method according to some embodiments of the present application.

As shown in FIG. 10, the power cut-off method 1100 according to the present embodiment includes the following steps:
The DCU 101 receives a power-off command, issues a power-off request, and starts a power-off flow (S1101);
The DCU 101 turns off each of the power consumption devices 105 and 107 in step S1102.
The DCU 101 turns off the water-cooling unit relay K5, the electric defrost relay K6, and the air conditioner hot air relay K7, and turns off the water-cooling unit circuit, the electric defrost circuit, and the air conditioner hot air circuit (S1103).
S1104: the DCU 101 collects a main circuit current, detects whether the main circuit current is less than a threshold, collects a motor bus bar current, and reduces the current to the threshold in the shortest time;
The DCU 101 transmits an OFF command to the main positive relay K3 to turn off the motor drive circuit (S1105).
The DCU 101 detects whether the main positive relay K3 is in the off state, and if not, performs a "timeout determination". If yes, performs S20207 in S1106;
The DCU 101 transmits an OFF command to the main negative relay K0 to turn off the main circuit (S1107);
S1108, in which the high voltage power supply is successfully cut off;
S1109: detect whether all wake-up sources are invalid, if no, repeat s1109, if yes, perform s1110 according to the 24 HDC/DC wake-up request;
and S1110, which shuts off the power and goes to sleep.

In S1104, for example, if the set threshold is 15 A and the main circuit current is greater than the threshold, S1104 is repeated, and if it is less than the threshold, S1105 is performed. The main circuit current threshold is generally set to 15 A or less.

According to the power shutdown method of the above embodiment of the present application, the DCU 101 directly controls the relays, so the control capabilities are concentrated and the response is fast, and the process of executing a complex control policy in the conventional technology, in which the VCU, BMS, and PDU each operate independently and communicate with each other in a complex manner, can be simplified. Therefore, the power shutdown method of the present embodiment has a simple communication method and control policy, shortens the power shutdown time, and reduces the failure rate.

Figure 11 (Figures 11A and 11B) is a flowchart of a method for charging an electric vehicle according to some embodiments of the present application.

The charging device in the embodiments of the present application may be a normal charging station, a super charging station, a charging station that supports a vehicle to grid (V2G) mode, or a charging/discharging device/equipment that can charge and discharge a power battery. The embodiments of the present application do not limit the specific type of charging device or the specific application scene.

In the electric vehicle charging method 1200 according to an embodiment of the present application, the electric vehicle has a DCU 101 as described above, and the DCU 101 receives sampling signals from the power battery 102, the switch module 401, and the power consumption devices 103, 105, and 107, and manages and controls the power battery 102, the switch module 401, and the power consumption devices 103, 105, and 107 in response to the sampling signals.

As shown in FIG. 11 , a charging method 1200 includes:
When the plug of the charging gun 301 of the charging stand is inserted and connected to the charging port 204 and processing is performed inside the charging stand, the charging stand outputs a wake-up signal to the DCU 101 and performs step s1202 or step s1301;
DCU 101 receives wake-up signal A++ (s1202);
The DCU 101 performs a self-check and initialization, and then judges whether or not there is a malfunction. If the result is Yes, the DCU 101 performs S1205. If the result is No, the DCU 101 performs S1204.
s1204 entering a corresponding fault handling mode;
The DCU 101 judges whether the charging connection signal CC2 is valid or not, and if the result is NO, repeats s1205, and if the result is YES, performs s1206.
The DCU 101 determines that the insertion of the charging gun has been successful and prohibits the vehicle from traveling (s1206).
s1207: determining whether the vehicle has a fault that prohibits charging; if so, performing s1208; if not, performing s1209;
s1207 reporting the malfunction and stopping the charging;
S1209, which is the national standard charging flow,
The DCU 101 transmits an ON command to the charging negative electrode relay K2 to turn on the charging circuit in step S1210.
It is determined whether the charging negative electrode relay K2 is normally on. If it is not, step s1207 is carried out. If it is, step s1212 is carried out.
The DCU 101 transmits an ON command to the charging positive electrode relay K1 to turn on the charging circuit in step s1212.
The DCU 101 detects whether or not it has received information on the ON state of the charging positive electrode relay K1. If the result is NO, the DCU 101 executes S1207. If the result is YES, the DCU 101 executes S1214.
The charging station starts charging in step s1214.
The DCU 101 performs a self-check of the charging state and transmits an accessory operation command, which indicates that the thermal management of the entire vehicle and its components need to be started during charging, for example, turning on the switch of the water cooling unit to start water cooling (s1215);
The DCU 101 transmits an ON command to the main negative relay K0 to turn on the main circuit in step s1216.
The DCU 101 detects whether or not the normal ON information of the main negative relay K0 has been received. If the result is NO, the DCU 101 executes step s1207. If the result is YES, the DCU 101 executes step s1218.
The DCU 101 transmits an ON command to the auxiliary drive relay K8 to turn on the auxiliary drive circuit in step s1218.
It is determined whether the auxiliary drive relay K8 is normally on, and if not, the process proceeds to step s1207, and if yes, the process proceeds to step s1220. The DCU 101 transmits an ON command to the water-cooling unit relay K5 and an ON command to the auxiliary drive relay K8 to turn on the water-cooling unit circuit and the auxiliary drive circuit in step s1219.
The DCU 101 detects whether the charging state has reached the end condition, and if the result is NO, repeats s1220, and if the result is YES, performs s1221.
The DCU 101 transmits a charging end command in step s1221.
The DCU 101 transmits a command to turn off the charging positive electrode relay K1 to turn off the charging circuit (s1222);
The DCU 101 transmits a command to turn off the charging negative electrode relay K2 to turn off the charging circuit in step s1223.
The DCU 101 transmits a command to turn off the auxiliary drive relay K8 to turn off the auxiliary drive circuit s1224.
The DCU 101 transmits a command to turn off the main negative relay K0 to turn off the main circuit in step s1225.
The DCU 101 judges whether all the relays are turned off, and if the answer is NO, performs step s1227. If the answer is YES, performs step s1228.
The DCU 101 reports the failure in step s1227.
The DCU 101 judges whether all wakeups are disabled, and if not, repeats s1228, and if yes, performs s1229.
s1229: shutting down the system power and putting it to sleep;
s1301, in which the charging station executes a national standard charging flow;
S1302: a charging end condition is satisfied;
and s1303, in which charging is terminated and a national standard charging termination flow is entered.

In step s1220, the condition for terminating charging is:
(1) Full charge or achievement of SOC setting condition, charge finish.
(2) There is a charging prohibition fault, charge stop.
(3) Manually unplug the charging gun to stop charging normally (charge finish).
In step S1221, for example, the DCU 101 detects whether the charging state reaches the termination condition (whether the SOC reaches 100 or a set value), and if yes, transmits a charge termination command.

CC1 means that during charging, the non-on-board charging equipment continuously monitors the connection status between the charging plug and the charging outlet using the input voltage signal of the connection confirmation contact, and if an abnormality occurs, the non-on-board charging equipment immediately turns off the output of the DC power supply, and turns off the switch after offloading is completed.
CC2 means that during charging, if the non-on-board charging equipment does not receive a charge 2113 level request message periodically sent by the battery management system BMS603 within 100 ms, the non-on-board charging equipment also responds with the function of turning off the output of the DC power supply.

In the charging method according to the above-described embodiment of the present application, the DCU 101 directly controls the relays, so that the control capacity is concentrated and the response is fast, and the situation in the prior art where the VCU 604, BMS 603, and PDU 605 each operate independently, communicate with each other in complex ways, and execute complex control policies can be simplified. Therefore, the charging method according to the present embodiment has a simple communication method and control policy, and can reduce failures.

A computer-readable storage medium according to an embodiment of the present application stores computer-executable instructions that, when executed by a processor, perform any of the methods according to the above embodiments.

An electronic device according to an embodiment of the present application includes a memory for storing computer instructions and a processor for executing the computer instructions to perform any of the methods according to the above-mentioned embodiments.

The above examples are merely for the purpose of illustrating the technical means of the present application, but are not limited thereto. Although the present application has been described in detail with reference to the above examples, a person skilled in the art can make modifications to the technical means described in the above examples, or replace some or all of the technical features with equivalents, and such modifications or replacements do not cause the essence of the corresponding technical means to deviate from the scope of the technical means of the examples of the present application, and all of them are within the scope of the claims and the specification of the present application. In particular, the technical features described in the examples can be combined in any manner as long as there is no structural contradiction. The present application is not limited to the specific examples disclosed in this specification, but includes all technical means falling within the scope of the claims.

Claims (6)

1. A method for powering up an electric vehicle utilizing a control system of the electric vehicle, comprising:
The electric vehicle control system includes:
A power domain controller that controls the electric vehicle;
A current sampling unit for sampling current of a power battery and a motor drive module of an electric vehicle and sending a sampling signal to the power domain controller;
a power consumption device driven by the power battery, sampling a current flowing through the power consumption device and transmitting a sampling signal to the power domain controller;
a switch module for turning on/off a power supply circuit of the power consumption device and the motor drive module;
a voltage sampling unit configured to sample a voltage of the switch module and send a sampling signal to the power domain controller;
The switch module includes a motor drive circuit relay K3 connected to the positive electrode of the motor drive module and a main circuit relay K0 connected to the negative electrode of the power battery,
The power domain controller manages the power battery and controls the motor drive module and the power consumption device in response to the sampling signal transmitted from the power consumption device and the current sampling unit;
The power domain controller controls the on/off of the switch module according to the sampling signal sent from the voltage sampling unit;
the power domain controller is connected to the power consumption device and the current sampling unit via a signal line;
the power domain controller is connected to the switch module via a hardwire;
The power domain controller
A power cut command was issued,
Detecting whether a main circuit current connected to the negative electrode of the power battery is smaller than a predetermined value;
When the main circuit current is smaller than a predetermined value, an OFF command is sent to the motor drive circuit relay K3 to turn off the motor drive circuit, and an OFF command is sent to the main circuit relay K0 to turn off the main circuit,
The power-on method includes:
the power domain controller performs initialization after detecting a power-on request signal;
the power domain controller detects whether a power-on condition is met after the initialization is completed;
When a power-on condition is satisfied, the power domain controller sends an ON command to a main circuit relay connected to the negative electrode of the power battery to turn on a main circuit;
The power domain controller transmits an ON command to a precharge circuit relay of the motor drive module to turn on a precharge circuit and precharge the motor drive module;
The power domain controller transmits an ON command to a motor drive circuit relay connected to the positive electrode of the motor drive module to turn on the motor drive circuit;
the power domain controller sends an OFF command to the precharge circuit relay to terminate the precharge and complete power-on of the main circuit;
The power domain controller sends an ON command to the water cooling unit relay, the electric defrost relay, the air conditioner hot air relay, and the auxiliary drive relay to turn on each high voltage power consumer device, and completes power supply to the vehicle.
How to power up an electric vehicle. The step of the power domain controller detecting a power-on condition includes:
Detecting whether the high voltage power consuming device is turned off and output is prohibited;
Detecting whether or not there is a power-on prohibition fault on the vehicle side;
diagnosing the contacts of each relay;
The power-on method according to claim 1 . After diagnosing each relay, the power domain controller reads information of power consumers stored in the power domain controller;
The power domain controller performs a calculation based on the information of the power consuming device that has been read, and allocates a high voltage to the power consuming device based on the calculation result.
The power-on method according to claim 2 . The information of the power consumption devices read by the power domain controller includes information of the power consumption devices to be turned on, and a rated power and a weight of each power consumption device.
The power-on method according to any one of claims 1 to 3 . A computer-executable instruction is stored which, when executed by a processor, performs the method according to any one of claims 1 to 4.
A computer-readable storage medium comprising: a memory having computer instructions stored therein;
and a processor for executing the computer instructions to perform the method according to any one of claims 1 to 4.
1. An electronic device comprising: